Doctor.

Doctor It Hurts When I Shift

TCC Tests
W
on the Operating Table
unit back into the vehicle. There are two units that stand out for this type of problem: 4L60/E 4L30E The time to test the TCC circuit is on the bench, before you install the unit. And the tests arent all that difficult. They involve a basic air check. hen dealing with afterrepair issues, doctors often ask: Could I have tested this on the bench before I installed it in the vehicle? Sometimes the answer is no, you can only make provisions that typically prevent these issues. Other times the answer is yes. Heres the scenario: TCC isnt working after repair. We arent talking about chatters, vibrations, etc.; theres simply no lockup. Too often in these situations, technicians will just blame the parts. You know: It must be a bad torque converter. Converter rebuilders get a lot of blame for these issues, and very often it isnt justified. When this type of after-rebuild problem occurs, you need to determine whether youre dealing with a control issue or a mechanical/hydraulic issue. This involves specific tests you need to be familiar with, but theyre an article for another day: In this article, were going to look at some simple bench tests to determine whether the TCC release circuit is working before you put the

by Randall Schroeder
members.atra.com www.atra.com

The last time I explained this procedure on the phone, the technician asked, Is there anything in print explaining this test? Well, no, there isnt. Until now. Were going to look at how to perform a simple bench air test for checking the converter release oil circuit. With this test youll be able to make sure whether the circuit is able

Figure 1

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TCC Tests on the Operating Table

to exhaust converter release oil completely. Before you begin these checks, you need to understand how valve position affects lockup. Always check the hydraulic diagrams to verify valve movement and positions. Lets look at the 4L60 family of transmissions first, which includes up to the latest 4L75E.

Testing the 4L60 Series

To get from lockup release (figure 1) to lockup apply (figure 2), release oil has to exhaust from the bottom of the lockup control valve in the pump assembly. As you can see, release oil is directed down the input shaft to the release (cover) side of the converter. Oil between the clutch disk and cover keeps the converter clutch released. When the TCC valve strokes, release oil exhausts to allow the clutch disk to be forced against the cover, putting the converter into lockup. Now that you understand how the control valve operates, heres how to make sure the valve operates properly. The test requires directing air pressure down the input shaft (typically using a rubber-tipped air nozzle) with the TCC solenoid removed. Use a pick, screwdriver, punch, or any tool that will fit between the washer access hole, to move the TCC valve down into its bore. I use a pick to stroke the valve from its relaxed position to the stroked position (figure 3a 3b). Apply air pressure to the end of the input shaft; you should hear a major exhaust leak each time you stroke the valve. Repeat this several times to make sure you hear the air being redirected to lube or exhaust (Figure 4). Another bench test for making sure the lockup valve works properly is to check the length of 6

Figure 2

Figure 3A

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TCC Tests on the Operating Table

Figure 5B

Figure 3B

the valves stroke: When under hydraulic control this valve must move 0.500 from relaxed to applied position to achieve lockup. Use a caliper to verify proper movement (figure 5a 5b).

Testing the 4L30 Series

Figure 4

Figure 5A

Now lets look at the 4L30: This unit requires two air nozzles, even though youre looking for the same results as on the 4L60. Because the 4L30E TCC valve is in the pump and the TCC solenoid is in the front valve body, the test procedure is different: You wont be able to stroke the valve with a pick. At the solenoid, line oil comes in from the top screen side of the solenoid. As the solenoid energizes, it transfers the oil through the bottom of the solenoid (figure 6). This oil is directed through containment areas in the OD housing to the pump, where it moves the lockup control valve located in the front pump. When lockup is released, theres no oil flow through the bottom of the solenoid (figure 7). As the solenoid applies, line oil flows through the bottom, through the channeling, and to the valve, where it strokes the lockup control valve (figure 8a 8b). This test requires two air nozzles: One nozzle supplies air pressure down the input shaft to test the TCC circuit, while the other provides air pressure to control lockup valve movement. Youll have to be a little creative at the front of the valve body: I removed the winding from an old solenoid to turn it into an air testing tool. I epoxied the side so the air pressure wouldnt feed into the line pressure circuit. You could probably use a rubber hose that seals to the bottom of the bore as well. GEARS March 2011

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Figure 7

Figure 6

TCC Tests on the Operating Table

Youll use this air tester to apply air to the TCC control valve. Remember: air pressure must reach the bottom of the solenoid to move the TCC control valve. Use a rubber-tipped air nozzle to apply air pressure down the input shaft. Use your new air tester to blow air down the solenoid feed and listen for the air to change when the

valve strokes. Repeat this test several times to make sure the valve moves freely and exhausts the air being supplied down the input shaft (figure9a 9b). There are other transmissions that you may be able to use similar tests to check; these two are the most common for exhibiting after-rebuild problems. Remember, keep your tests simple

and youll be more likely to use them. Air testing isnt only a recommended procedure for clutch components; its also a terrific way to make sure the TCC will work properly before you install it in the vehicle. Until next time, keep those transmissions in good working health. The Doctor

Figure 8A

Figure 8B

Figure 9A

Figure 9B

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